Vehicle-wheel.



110.861,792. PATBNTBD JULY so, 19o?.

M. G. BABIo.

VEHIGLE WHEEL.

armonici num sunu. 190e. y Y v V 4 sums-snm' 1.

Ano/m5 Ys PATENTED JULY 30, 1907.

' M'. u. Buro. vEnmLE WHEEL. A PIL'IUATIOI FILED JIAILY 14. 1900.

. INVENTOR WITNESSES MEENT'ED JULY so, 19o@ M. e. EAEIo.-

VEHICLE WHEEL. LrrL'omIox nun JIULr14. 1noa-.

v 4k enum-snm a.

' w/ rNEssEs g x f Arm/mns e s.; Y1.Ilinprovernent:in VehiclefWheels, of which the Sursis To all whom it may. concern: n L Leit known -tliatilgnMANUEL GONZALEZ BABIo, a ubjeetfol' h e `Kiijngfof Spain, and a resident of the city -.fof ,NewEerkffborougli .of Manhattan, in the county and 5.StatefiofNe\v;York,. have invented a new'and'usefnl followc lii-igisasfulhcleari; and exact description.

My invention relates to an improvement 'in vehicle wheels, or wheels which are particularly adapted for l use in connection with automobiles and the like, and

primarily to provide such wheels with a novel principle of twin pneumatic tubes to be hereinafter dei.,seribedeA 1- .4, I

- mA 'urther 'purpose oi, the invention is to improve l vupon (the, construction shown in the patents granted to ine'Januaryl2nd,.l'906,No. 809,040, and February` y13th;,19067, No,l 8l2,6}29,whereby to add to the general .elliciencypf the wheel-for light and for heavy service.

h The principal factor of the invention is the new principle above mentioned of locating between the main and secondary hubs parallel twin pneumatic` tubes whereby to obtain among others the following advantages, namely, more stability -in the upright po? sition ofv the wheel withoutso mu'ch friction by the Contact of .the side diskswith the secondary hub as in i' wheels-where `a single tube only is used. Wheels l'provided with. said l.twin pneumatic tubes are particu- .larly adaptedfor light,vehicles, inasmuch as the side f, lisks will bey omitted,.and therefore all friction is 30,ayoid ed,jand.any lateralgmotion imparted to the vehicle from shock will be comparatively imperceptible, and since the wheel under severe tension is'not f rigid, but more o r less yielding, the life-of such wheels isprolonged to a maximum extent. 'By reason of said pneumatic-tubes in the wheels greater iiexibility is ,z obtained;v since.theainpressure required for the twin .tnbeswill.befiessthamthat required for a single tube' i, tof rl'orm .the sanieiamount of work.

.,g\.l` iirtherp'i1rpose oi, the invention is toadd to thev 40 ielliciencyolQthe motive-power applied to thewheels,

by-reason; of thedri-vefelements or chains connectingr Sb'oth hubs (referring to` driving wheels only), being located in the line of their central vertical sections,l and therefore the vtransmission ofzpower is directed to the central vertical sections of the wheels, while the action oi the chains on the wheels for which patents" have been granted maisnt-the sides of the wheels and .filetat their central,gvertioalgvseetions. ji-f1 l Agana theinipror/,edconstruction of `twin pneumatic '50 tubes charged at lowerfair pressurethan if there-were vSpecific ation of Letters Patent. Application rindan `r14,1906. serinNo. 326,256.

PATENT .eerie-n.

MANUEL GONZALEZ, Basie', 'or iririrfenu, i'.

3 vEHioIQE-WHE'EL.

air pressure at which they are charged compared with an ordinary single tube.

Further, I aim by my improvements to n' .in more comfort and safety for the'occupants ol the vehicles to which the wheels are applied,forthereason that such wheels traveling on a rough 'road. are not'liableto rigid latein'.1 strain, or dishing'Strang-'since they can play more or less on one sidefor theiother when supported by said twin tubes ywithout transinittingl intense shocks to the body ofthe vehicle, and as a consequence thereof the probability of breakage is also reduced vto a minimum. At the same time it will be readily uuderstood that practically complete safety is assured against accidents arising'from punctures, woarnnd tear and dishing strain, whichare the mostidangerous factors -in wheels providedwiththe custom-.uy pneumatic tires. l y

This application provides l'or ltwo sets 'el' wheels, namely, the wheels employed .as driversand which have their'main and secondary hubs` connected by chains or their equivalents, and wheels used siinply :ls-supporting wheels, wherein the connecting chains are omitted, and the main and secondary hubs ure free to turn one on the other,v as it will be explained hereinafter, but may be positively connected to turn together, and both iornis of wheels vare designed with twin pneumatic tubes` which have la'cushion action relative to the rim and the 'outer or secondariy hubs-rn' the wheel. i

Another purpose of this 'invention ro provide a wheel with metallic tircs,'io'r with both metallic and solid rubber tires, since inthis manner a lruix circle-in the Wheel is obtained and less resistance is tn bc overcome by the driving power than where a pneumatic tireis employed.

The feature of the wheels described in thc parents above referred to, and which is prcscnt inn .still greater ldegree in the present invention, is that when illu car is in motion and the driving power isapplied to tl'ic'iuncr car is sustained by the connecting chains for tliolulbs; vand the axle has less propensity to'transinii shocks 'to the body ol' th vehicle, arr'dat the saine time itis a nelief for the pneumatic tube employed.'

i Another purpose of the invention is to so construct the improvedv wheels as tovlesscn their propensity to fskid yer slip, since, if itf-isffd'esii he driving wheels for automobiles may-be "a'de largerin diameter than those-mow in use, andffwlien I rowcr `:s applied te the 'iinrierfo main'hub it is'tr'ansin'i ed t l tondan'yrhub in the diagonahdirection or' the connecting working chains, which yalso materially-tends to reduce a. circular to an approximate tangential motion.

The invention consists in the novel Construction and or main hub, a certain percentage of theweight olhof 'the outer or scr-ti ,slipping since the driving power is thus converted from l combination of the several parts, as will be hereinafter fully set forth 'and pointed out in the claims.'

Reference is tobe'had to the accompanying ,drawings forming a part of this specification, .in which similar characters of reference indicate corresponding parts in all the lgures. v y

Figure 1 is a side elevation of the improved driving l wheel: Fig. 2 is y:an enlarged vertical section through the huh of the wheel', the sectionbeing taken practically on the line 2--2 of Fig. 3; Fig. 3 is an enlarged vertical section through the hub portion of the Wheel, the section being taken at right angles to that shown in Fig. 2 and practically on the line 3 3 of said Fig. 2; Fig. 4 is a vertical Vsection throughy the hub portion of the wheel of a slightly different construction, said wheel .',not being adapted as a driver', differing in that respect,

from the wheel shown in Figs. 1, 2 and 3, and the vieW is drawn upon a smaller scale; Fig. 5is a sectional side elevation of the i-nnerend portion oi the huh and spindle of the wheel shown in'Fig. 2, illustrating another manner of driving; Figs. G and 7 are vertical sections through the hub portions of other slightly modified forms of the, wheel; and Fig. 8 is a vertical section taken substantially on the line 8-8 of Fig. 4.

A represents a spindle on an axle and the said axle where the spindle connects with it is provided with an exterior cupped flange l0. The spindlle A is provided with the customary reduced threaded outer end portion.

1n the construction of the body of the wheel two hubs are employed. an inner or main hub l?. and an outer or secondary huh (l. The inner or main hub 11 turns freely on the spindle A, and its inner end portion is within the flange l0 of the axle Af. However, when the motive power is applied to the axle A the spindle A can'be secured in the inner hub in any suitable man- 'lhe outer or secondary hub C is loosely mounted on the'. inner or main hub ll and has movement'. around thesame to a limited extent, as will be hereinafter made plain. Said outer or secondary hub C is constructed in twofs'cctions c and cf in connection with a central ring to he described hereinafter, each of which s e'etions other by means of twin pneumatic tribes F, and to the spindle A` by means of a washer 1i and nuts 12 located at the reduced iy'uter end portion of said spindle, as iS clearly shown in Fig.-2; andv the inner end of the inner section c of the secondary `hub C is made to abut pref erably against a driving sprocket Bf which is keyed or otherwise secured to the inner end portion ,of the inner or main hub B, as is particularly shown in lFig. 2. The sections c and c, of the outer or secondary hub C are sep-- arated hy and lie close to what I denominate a transmitting Wheel D, which transmitting wheel D iseither integral with or is attal'ed in any suitable manner t0 the inner or main hub B .at aht'rutthpa-entral portion of its length. Asfi's shown in Fig. 3 this transmitting wheel D is practically a star wheel, and as shown is protion with the'pneurnatic tubes.

vpreferably convexed at its outer face and concaved at Y 9 I A vided with founpoi'nts 13;./but 1 do not comine mysell 65 a connecting medium between the two hubs and' to he hereinafter described, and each point 13 of the'transmitting Wheel 4adjacent to its hul) or body portion is providedilwith'alpocket l5. These poekets'cxtond to the outer-.ledge of the point adjacent to which they are formed, and said pockets 15 lextend in different .directions, being preferably at right'. angles to each other as is illustrated also in rFig. 3. Each of the pockets 15 contains a spring 16 a coiled spring for example, and the inner' ends of these springs 16 are4 secured in any suitable or `approveidlrnanner adjacent to the closed-end wall of xt pocket. These springs 16 are adapted for attachmentto theaforesaid connecting medium between the hubas will be also hereinafter clearly explained.

In the construction of the sections c and c of' the outer or secondary hub C, a body sleeve 17 for each section 'is provided and these sleeves are fitted loosely yet conforntto the outer and inner portions or sections 4of the primary huh B, Yone at cach side of the transmitting wheel D. Each body sleeve 17 of the secondary huhjis provided near its inner'end or that end which is adiacent to the transmitting wheel D, with-an annular 'o ntwardly-extending tiange 18, and at the outer portions of thesaid body; sleeves of the primary hub an exteriorthread 2l) is formed. On this threaded outer portion of each body 'sleeve a ring iiange 19 is secured, said flanges L9; being opposed to the fixed flanges' 18 and the inner facesof both fof these flanges 18 and 19 at their peripherall'portions 'are preferably more orl less curved.

The ringlanges '19,are held place uponthe body sleeves 1'Z of the primary hub by means of rings 21 and 22 screwed upon the threaded portions of said body' sleeves to an engagement with one another and the ring flanges 19 as shown in" Fig. 2, but otherlncans be devised for holding said ,flanges 19 in vsaid position.,

corrugated dustjguard, as will be explained hereinafter.v .1

1n connectionwith the said body sleeves 1730i the primary hub therelis a corresponding inner circular chamber or `rim section`23 of the secondary hub C. Each of these sections 23 is inthe nature of a hollow ring with a peripheral flange 29 and they may be. denominated latd eral circular supports whose rim .circumferenceis much greater than the circumference of the' body sleeves 17 in connection with which they are employed in combina Each rim section 23 is its' inner face, being invariab y of the latter formation as it maybe required for the twin tubes, and each rim section of the secondary hub C is provided at its marg A,outer portion. rim sections 23 the secondaryhub are adapted to hold for example rubbpr or other materialor a combination outwardly extending flange 24, more These ilanges'on the its of materials as practice may justify, and each ydust guard y employed covers or closes thespace which occurs between the outer marginal edges of the ifi-1n sections 23 and the outer exterior end portions of the bodysleeves 17, las is clearlyshown in Fig. 2. The dust guards are held in firmv engagement with the said flanges-24l by means of rings 2 6, these rings are preferably divided and.'havetheir ends brought together and secured by bolts, as shownY in 1, b ut other forms of clamping devices may b eemployed. rl`he inner marginal' portion `4oi the vinner dust ,.,nfuard ofY the wheel is secured in .place by a smaller bander split'i'ing 27 entering an annular groove in the outer en 'd vportion of the inner body sleeve'v l'nol' the Vsect-ion` c, while-in the attachment ofthe outer dust guard 25, or that used inconnection with the seca i, i l tion c .the inner marginal portlonol such dust guard 1s securedby a clamporriiig 27,v` of the construction deseribed, to the inner fportion of a cap 36, which cap is V'inadeto coyer the washer and `nuts at the outer end oi the spindle as is shown in Fig', 2; and the said cap is preieral)ly screwed upon the'outer threaded surface of l theubody sleeve 17 of the said hub section c, as shown in is not essential to *the invention.

v Fig `But it will lie-understood that other means may rbe employed for making the attachment, since the cap ln theconstruction of the i'im members 23 of the sections ofthe secondary hub C, enlargements 28 are provided'. a t their' inner ments are flattened so as to `be in vertical alinelnent pposing faces, which enlargewith the inner ends thebody sleeves 17 of said sections is .alsoshow'nv in Fig.2 and at the marginal surface offthe enlargements A28 outwardly-extending and parallel fr rnnularfvlanges l29v are formed, and these ilanges are attached by means 0i screws 30 or their equivalents to the lateral shoulders or' a central rim 31, which has a peripheral channel vadapted to receive the inner ends of .the spokes 32 and vthe necessary' spacing blocks 32.

u n theheads ofboltsBli-located. The spokes/32 are se eined to Ithe -outer rim yor felly as the/'case' may be,-

` andthe outer ri1 n o r'fclly 34 is. provided with a metal The spacing blocks areheldin po'sition in the rim 31 by means of bolts or theirequivalents, said rim 3l being provided with an* inner annular chamber 33'L in which tire 35, or with botlra `metaland a solid rubber tire or a -tire ot'any desired material, since the cushioning of the Wheel is performed at thehub portion thereof.

l order tohold sleeves 17 in proper' position relativelyiothe inner or main hub B and the secondary hub C, v when the fian'gelE) and the rings 21 and :2:2 are b'eingrplacedinposition, openings 37 are made in s the vbody sleeves lin' the main hub, through which aninstruinent may `bep-assed while the said parts 19, 21

and22 are being placedin positoin. But'other means V- may be employed for accomplishing such results, and

the rim .members 23 of thesections c'and c may be at-` tached to the central rim 3l in a manner other than that x shown and described.

- l The necessary el fmployinent oith words by the usen' tu es are. locate-dv T he .rim members23of these' n ande of the ou rio l hub vandthe oli r bestshown inf gie tube forvdoingthesame vE19 *carried the l and each of said pneumatic tubes F is provided with anl annular rib 38 at its inner circumferential surface, and saldi-ibs 3S. fit into the spaces that intervene between 'the .aforesaid flanges 18 and 19, While the ribs 38 are desirableinconnection with t'he body 'sleeves lor holding the primary'hub in central position with relation to the secondary hub, other or equivalent 'means may be adopted to acctnnplish the same result, 'as for instance emitting the said ribs 3S and making `the necessary changes in the/*body sleeves and their constituent parts as may be convenient.

' The o'uter facesof the tubes'F fit snugly to the inner "concavlcd suriaees'of the rinfmembers 23 ofr'thefsecnidary'hub; and itfwillbe understood that the body of veach tube F in cross sectiofris oi the same diameter throughout, or it may beincreascd-or the tube in sec! tion c ii desired. t i l The interior and exterior' diameters of the pneumatic tube in the section c are slightly larger than'those oi the other tube inthe scetioirc in order that the tapering of the primary hub shall not be thinner at its inner soci tion than the other outer section, and it is understood that the body of each tube F and the lateral support 23 can be increased in diameter as it may be required to bear a proportional relation to the spindle A so'as to obtain the best results. Each pneumatic tube F is provided witha hollowstemf passing throughthe tribe andextending out through suitable glands iormed'at the outer portions of the rim members 23 pf the secondary hub, and the said stems are secured thereon by means of a nut and lock nut x, x. united by a connecting pipe 39 passing through the rim 3l forming part'oi the secondary hub, and as shown,

'one end of said pipe is provided witha clamp nut x2 screwed on the stem f while the other also screwed in a mouth piece 4l, and the latter is screwed on' the other stem f, making thus a free passage for air communication from one tube to the other. The said mouth piece 41 is Aprovided with an integral nipple x3 within which is located a check valve 40 of'any approved or required type., and opposite to said nipple fr it is provided With an opening :t4 through which the said check valve 40 can be put in position, and said Said stems f are It is very evident thatwhen twin pneumatic tubes F are employed, placed side by side, the wheel may be made very much wider in tread than ordinarily,

and thatcomparatively speaking the air pressure inv the twin tubes Wil1`be less than that required for a sin- ",arnount oi work, andthat tub weuld necessarily'be Yentrai portion of 'the tained mers o? t' ad'f whereas, when'the" t air pressure 's d tubes are employedffthe. A

I n i. n v besY (under the new yprinciple to be hereiaterdeseribed) willbe charged therefore more ilexi; i

bility is obtained, there is less probability of air escape, rictibnibetwecn the disks of the primary hub with the secondary hub is rcdlieed to a minimum and it is entirely avoided by omitting said .disks in the wheels when they are made for light vehicles, the upright position oi the wheel is steadier than if there were only one tube, tlie`iiitroir the 'tube and all the constituent peating the same here. Y* "Wh'en the wheel is to be used as a driving wheel, the

main or primary hub B hasn -tieucible connection G with the secondary hub C, said connection being establislied through the medium of a transmitting wheelA l). This flexible connection G is preferably in the".

form of a chain, which includesa span or a section g between each-two adjacentpoints or spurs 13 of the said transmitting wheel D as shown in'Fig. `3. In'c'on structing the spans g a link 43 is pivoted at its center by means oi suitable pins 43xL in the end opening 14 oi each ot the points or spurs 13, as shown also in Fig, 2. The intermediate link 44 of each span is .,pivotally connected at. its outer end by a pin 45 with the inner side portions of the central rim 3l; that is to say, the pivot pins 45 for the links 44 pass through the chambered portieri 33u of said rim 31. Iniurther making up a span or section g oi said chain, a -link 47 is pivotally connected with one end Aof a centrally pivot'cd link 43, and a shorter or connecting link 48 is pivotally connected with a link 47 at its opposite end und with a pivot pin 45 as shown in Fig. 3. A lilik 50, vcorresponding to the link 47 is pivotally connected to one end of the next centrally pivotcd link 43, and the connecting link 49 is then pivotally connected, to the opposing end portions oi' the links 44' and 5 0.` One end or a wir'e cord 5]., or its equivalent, is attached to the central portion oi each link 47 `in a spang, and these cords pass over peripherally groovcd pulleys 52, one oi which pulleys is carried byeach connecting link 49 oi a span; and the inner end .of each cord or cable 5l is' secured in any approved manner to the outer end oi a spring lo. When connections are made as stated, it will be observed that the secondary hub is not turned immediately upon the turning of the primary or driving1 hub, but that the two hubs do not turn in unison until the flexible connection G- has been straightened v"other, while the links 44, 49 and 50 are dra-wn inward' d6. Thus-when a wheel is travelini: forward the links' `47 and 48 are straiuhtor in cnd alim-meut with each bythe action of the aforesaid vcables und springs; but

' when the wheel is made 'to travel backward the reverse is true, the links 44, 49 and 50 will be straightened out and the links 4S and 47 'will be buckled ordi-aun inward by the action of said cables 51 and the springs 1G.

ln the construction showlrin-Fig. 2, the driving sprocket B is secured to the 'priniary hub B. In the eoljis'truction shown in Fig. 5, 'a driving sprocket B2 is secured in any suitable manner to the inner side face of the inner section c of the secondary hub, said driving sprocket B2 being of skeleton formation; and the ange 24 of the hub section c to which the dust guard is secured is located within the said sprocket B2.

The construction 'which is shown in Fig; 4 is that which is particularly adapted for the construction of the iront wheels of automobiles, or wheels which are simply idlers and not drivers. In the main the eonstrueiion shown in Fig. 4 is' practically that which is shown iu Fig. 2 except that the transmitting wheel D is omitted, and at the central portion of the main or primary hub 'B an'annullar flange 53 is ormed, shown best in Fig. 8,

provided with slotted lugs 54. The'anges 24 shown in the construction oi Fig. 2 are omitted, and the rim member of each section c and cf oi the secondary hub C is made with the inner sides 55 projecting outward so as to reduce the tread of the wheel when it shallbe required, and said projecting sides are provided with suitable glands for the'accommodationof pins or pivots in which are secured the springs 56 at one end while the other end is secured to similar pins passing throng-litho lugs 54 of the aforesaid flange 53. It is understood that said rim members 23 oi Fig. 4 can be made identical to those sho'wn in Fig. 2, so as to have a irec passage for cxtending the springs 5Gv'lrom thc lugs 54 to the rim 3l oi the secondary hub and be secured thereto in any suitable manner il' it is desired. Thus it will be observed that while'oue hub can turn to avery limited extent ree of the other hub, both hubs arc] 'compelled by the springs 56' to turn together except aft the starting or stopping of the rotation of the wheel.Y 'i It will be yfurther ob'scrvcd that asthe power of propulsion oi these. non-driving wheels is horizontally directed to the inner hub,` said springs 5G can counteract any propensity oi circular motion of the primary hub irrespective ol'the secondary hub, and therefore said springs will hold lioi.li"li\1l s inposition with relation one to the i other.

In the construction shown in Fig. 4, instead of dust guards being employed to close the outery openings oi the rim membersZkii thesccondaiy hub C. disks 57 are employed for sucli purpose, it being understood that similar disksican/-lbe employed ii desired in thecon- I stulction shown in Fig. und these disks are secured upon or are otherwise: attached te the end portions 0i the main or primary hub B. Each disk 57 is provided with n. marginal glitter 58, and an annular groove 59 is made in the Aouter face oi each rim member'23 oi said second-.try liu-b, which annular grooves 59k are located between what might be termed thc tread portions of said rims members and their outer` side surfaces. Corrugated dust guards (i0 are also used, but.tliey .aren shox-tei' than the dust guards employed in theflc'on'str'uci lion shown lin Fig. 1.4 The: dust guards 60' Vse'ci'i'red in the grooves tiibyclzimps'l of any approved foi'mation. und similar clampiGZiire l.fiiiplyed, tolsecins"the onlerdgesoi the dilst ,to the gutter portions 5 8 of the nan'gcs'57. I It willl'dundeistod'thafthe disks-i 57 can be omitted for drivers or for non-driver wheels when they are intended for light cars, and in this manner all friction is avoided by Contact of said disks with the rim members 23 of the secondary hub. When using the said vdisks 57 there shallrbe a clearance or space for instance one-eighth of an inch betweeen them and the outer edges of the rim members 23', so that there will be ne iriction of said parts until a great shock carries the vehicle on one side or the other, and then the said disks act as retainers to hold the wheels in their normal position. 1n a shock of this nature its impact is almost reduced to a minimum when the disks come in contact with the secondary hub, by reason oi the pneumatic tubes absorbing most of the shock in all.

directions. It will also be observed that the construction of the wheel as shown in Fig. 4, requires that the pipe connection for 'the twin tubes shall pass upon the adjacent spacing block-and not through the rim 3l of the secondary hub C, as is shown in Fig. 2.

With reference to the construction shown in Fig. 7, this construction is adaptable to either the type of wheel shown in Fig. 4 or the type of-wheel shown in Fig. 2, and differs mainlyin that the rim 64 is integral with tl rim members .2B-of the secondary hub C. When constructing the integral rim, ring flanges 62 extend out i rom the inner side faces of the said rim members 23, and near their outer edges these ring flanges are provided with annular intcriorly located ribs 63, which when the ring flanges are brought together constitute a partition, and the said ribs canbe shaped or adjusted as may be required for establishing or fixing their concentric relation to one another. Below this partition the said ring flanges are semi-circular or segmental in cross section` while above said partition the said flanges extend outwardly and constitutea compartment in which the spokes 65 are introduced and the spacing blocks 66. In this form of a rim'eachone is a section by itself and they are connected by bolts 67 passed through them and also through the entering ends of thespokes 65, and the bolts 33 heretofore described can be utilized to hold the spacing blocks in place.

With reference to the construction shown in Fig. 6, it is likewise adaptable to the type of wheel shown in either Fig. 2 dr' in Fig. 4. It differs, however, from the construction disclosed in both Figs. 2 and 4 in that the body sleeves 17n of the primary hub B are made in two sections or twin members 68 and 69. Each section of the body sleeve '17 is provided with an exterior annular flange 70 having a b'and 71 on its inner face which bands 71 are brought together when the sections 68 and .teenth of an inch greater in diameter, than theinterior diameter ofthe rim members -23vof the secondary hub C against which they have bearing, while the normal `interior diameter of said tubes F as well as their normal diarneter in cross section will be smaller than when they are inl-lated with air, so that upon inflation to their maximum capacity they will fit snugly to the said rims 23, and at such time the interior portion of thevtubes F will have been reduced approximately to the exterior diameter of the confiningianges 18 and 19 in Fig. 2. In this 70 manner the pneumatic tubes F will be secured in position even under the severest usage they may be sub- -jected to upon th'e road. Another Aolj'ect attained by making the tubes F of larger diameter than that of-theirm ,mi confining rims 23 is that the fabric material forming. 175y i part ofthe tubes will not be subjected to as much ten-f sion as if the expansion or dilation should ,take plac A in a manner to enlarge the tube in its outside diameter,

Iwhich can not be done dueto the presence of the said confining-rims 23, since the air pressure does not tend to 80 expand the said tube, but rather the tendency of sai d air pressure is to contract or'shrink the tubes at their interior portions, dilating them only very little in cross section, and under these conditions the life and flexibility of the tubes are greatly augmented. 1n practice, S5 however, it may be found convenient to make the exterior normal diameter of the said tubes F equal to the diameter of the chambers in the secondary hub where they are located, without impairing in the'least the properties of the pneumatic tubes as has beenl described. It may be here again particularly noted that at the inner side of the wheel the pneumatic tube is slightly larger in its exterior and interior diameter` than is the tube at the outer side of the said Wheel, in order that the material of the primary hub shall not be -thinner on one side than on the other on account ofthe tapering form ofthe axle spindle.l i

Having thus described my' invention, I claimas new, and desire to secure by Letters Patent,-

1. In vehicle Wheels, twin pneumatic tubes placed, 10() under the principle described, within lateral supports ol the secondary hub in connection with the body sleeves, A and a primary hubin two sections, each sectipn corresponding to each of the said lateral supports, and means carried by 'the primary hub for compressing the inner 105 peripheral surfaces of said tubes.

2. In vehicle wheels, a primary hub provided fvith a central annular member and adjacentl thereto two parallel sections as described, a secondary hub comprising two main members, thesarne constituting a spoke` receiving section and ,two concnved rim members parallel to each other, 'connections between the spoke sections and rim members, twin pneumatic tubes adapted to fill said rim' members and to be tightened therein when they are in- Hated with air, and means for clamping the inner peripheral surfaces-of the. tubes. 3

In vehicle' wheels, Ythe combination with an axle, a primary hub` in two sections, a secondary hub intwo lsections mounted to turn upon the primary hub, body sleeves mounted to turn on the primary hub, twin pneuary hubs and in the line of their central vertical sections. i

4..In vehicle wheels, the combination with an axle, a prlnary'hub, .a secondary hub in two,sections mounted 'to turn upon the primary hub, body sleeves mounted to turn on the primary hub, between it and the lateral members of the secondary hub, said body-sleeves being inde 13D- pendent of the said sections ofthe secondary hub, twin pneumatic tubes held/betwen the said 'members of tlie secondary hub and theApi-ixnary hiibf means for lnlatlng,l the said. tubes and tensio=eontrolled connections betwen the 'primary hubhand the spoke ringsection of the' second- K135 `ary hub, the said connections perlittingl'limited lndepen' y sleeve sections of the primary the primary and the secondary hubs. T. In a vehicle wheel, a primary secondary hub in two sections mounted to turn on the pri sections parallel to cach other,

,as described, tlexible chain connections between the two hubs. means for controlling;l the said connections 'as de- Ascribcd, twin pneumatic tubes parallelfto each other` carihwsecondary hub. the latter ricd l consisting ot a central and means for simultanev intlatlng both tubes, as described.

'G.' In" vehiclel wheels. a primary and iasecon`dary hub, e said secondary hub consisting,r of a ccntrai spoke-receiving section attached to lateral rim supports` or sections sur roundiin;` the pneumatic tubes and the spending hub, flanges cai the sleevesections of the said primary liub,'the said tubes beine; laid side by side` each tube being provided with an inner rib held between said flanges, means for intlating the tubes, and pliable spring-controlled connections .rbetween hub .in two sections, a

-integral forming; a Spoke receiving section. an inner circular chamber ad- .yo riizosections ifi which the 'pneumatic tubes are *loc ted, surrounding the sleeve and rim sections of tlie primary hub fthe sa'id tubes beinf.,r provided with ribs at their inner fac s, clamping-devices for the said ribs carried byfthe sleeve'sections of the primary hun, and means tor intiatine; the tubes.

S, In vehicle wheels. a primary hub. tr secondary hub mounted to'tnrn on the primary hub. `both hubs in combinationv with inne)I sleeve sections, .l a spoke-receiving section connected with the rim sections ot the secondary hub` pneumatic tubes located between the sleeve sections and rim sections of the secondai "hub', the saidltubes being' provided with ribsl at their inner faces, clamping devices for the' said ribs carried by the sleeve sections connecting with said tubes, flexible` elements in direct ctmnection between the-inner hub and the outer 'hnlrsp'ring and cable connections for controlling;t said elcmeiitmmeans for driving the hubs, corrugated dust-guards forth said hnbsa'nd clamps for' holding thedstiguards in place,

mary hub, the secondary hub consist ina'` of t\v one at each side of the wheel at its hnlf portion;

,9. In a vehicle wheel, a primary hubvpiovidedfwith an ring section connected to lateral rirnsupports orfsections' 3 one oneach side oi' the wheel. .oiisiy sel-me external transmitting` wheel at its center, a secondary hub in two sections, the sections being: located ati cach side`of the transmitting; wheel, each section ot said sccondar'y hub comprisinf.;l an outer member and a rim momA ber mounted to turn on thepritnary hub. a correspondinaA inen'sleeve for each secondary hub .section surrounding:4 theiner hub` a pneumaticl tnbeheld between the sleeve .and the rhn member of each section of said secondary hub, chain connections between thetransmittingY wheel andthe central Vrim member ot' the secondary hub. and tensiona'l connections between the primary and secondary hubs.

external transmitting wheel attached at its -center. a secondary huh in two sections, the sections beins located at' cach side of said transmitting wheel. each section of said secondary hub comprising an inner sleeve member mounted to tni'n on the said primary hub and a surrounding rim member. a pneumatic tube held between the sleeve and the.y rim member ot" each section of said secondary hub. chain connections between the transmitting` wheel .and the rim members ot' the secondary hub. springs carried by said transmittingl wheel. and cables connecting said spring-s with the said chains. whereby 11. In a vehicle wheel, a primary hub. a transmitting: wheel secured t0 said hub, a secondary h`b constructed in sections as described. located one at. each side of the transmittingwheel, each of said sections including;l an inner twin sleeve member mounted on the primary hub` alpncumatic tube carried by each section ot thc secondary hub. being;- titted between the members thereof` saidl tubes being provided with inner annular ribs. clamping devices carried by the twin sleeves ot' said secondary hub. eng 5; ingI with the ribs ot' the said tubes, means for intlatinathe tubes. and tlcxible. tcnsioircontrolled power transmittinel elements pirotally connected with the transmitting wheel. and also pivotally connected with the central rim section of the secondary hub,

In testimony whereof I have signed my naine to this speciticat'ion in vthe presence of two subscribing.;l witnesses.

i MANUEL GON'JAI. 1f/1 nemo.

`Witnesses-1 J. Furio Actuar, JNO. M. Ri'lTl-in.

i0. In a vehicle wheel. a primary hub provided with ank to take up the slack in said vchains between 'the points of the transmitting wheel. 

